Vehicle brake system



April 23, 1935.

T. A.- BANNING, JR

VEHICLE BRAKE SYSTEM Original Filed Ju'ly ll, 1933 Patented Apr'. 23, 193s vUNITED STATES VEHICLE BRAKE SYSTEM Thomas A. Banning, Jr., Wilmette, lll., assignor to Bendix Brake Company, South Bend, Ind., a. corporation of Illinois original application July 11, 1923, serial No.

650,773. l 30, 1928, Serial N0. 25

4 8 claims.

invention has reference toimprovements in brake systems for vehicles, and especially it has reference to brake systems for automotive vehicles such as aerial vehicles, automobiles, trucks,

5 coaches, and the like. It will be understood,

however, that the features of the invention are of general usefulness, and their use is not limitef to the foregoing applications, except insofar as the same may be limitedin the claims to be included herein.

Generally speaking, the present invention refers to improvements in brakes of such a nature as to greatly improve the freedom of control of said brakes by the driver of the vehicle, and which improvements will make it possible for the driver to more easily and completely select the application of the brakes and the braking action of the different wheels according to the driving and road conditions actually existing during the braking action. These improvements will also result in a servo-motor or power actuatinof the brakes, but under conditions such as-to give to the driver at all times a reactionv or feel which will be in strict accord with the amount of braking action which is being momentarily exerted at the wheels.

One feature of the invention refers to an arrangement whereby there is at all times created on the drivers foot or other control pedal a reaction which is exactly ,in proportion to the braking action being exerted on the wheel drums or brake members, so that the driver will be at all times informed as to the amount of the braking' action, notwithstanding the fact that the power for actuating the brakes may be derived from another source than the driver, such as hydraulic pressurey or air pressure from a pump. The arrangement is such that as theoperating medium, such as the air or oil under pressure, is introduced into the brake cylinders under the control of the driver, there is built up and maintained in the drivers control element, such as the foot pedal, a reaction 'which is proportionate to the braking pressure. Said reaction thus serves to give to the driver a fee1" which informs him at all times as to the amount of the braking action being exerted, and such information is given to the driver directly, and irrespective of the deceleration of the vehicle actually resulting from the brake application. Such feel is similar to that 0 which the driver experiences when applying the brakes of a mechanically braked vehicle or a vehicle lof the hydraulic brake type in which the power for actuating the brakes is derived only from the drivers foot, instead of by the use of a pump.

Divided and this application January Another feature of the invention refers to improvements in four-wheel brakes whereby the braking eifort for each pair of wheels may be controlled independently of that for the other pair, or in which both pairs of wheels may be braked simultaneously, and with either equal or unequal braking actions.` That is to say, the brakes for each pair of wheels are actuated under common control, and from a common source, and vboth pairs of such brakes may be operated or controlled from a common element or by a common means. The specific arrangement illustrated in the drawing herein, and which will be hereinafter describedin detail, comprises a system of hydraulic brakes in which the liquid for the rear pair is delivered to said pair independently of that for the front pair, so that either of. said pairs may be controlled independently of the other, but there is provided an interconnection or common control element so that both pairs may be controlled by the same foot of the driver; and by such means the two pairs may be subjected to the same or different amounts of braking action, depending on the manner in which such common control element is operated by the driver.

More specifically, the arrangement is such that both of the control valves for the two pairs of brakes are brought to points close together, and they are connected to a common foot pedal, so that by pressing down on one end of saidpedal one of said valves is actuated, and by pressing down on the other end of said pedal the other valve is actuated, and by pressing do-wn on the body of said pedal both valves are actuated. Thus is -it possible for the driver to exert differing amounts I of braking action on the two sets of wheels, or he may exert the same amount of such action o-n both sets, thereby giving him a maximum amount of freedom of control of the braking action at all times.

Another feature of the-invention relates to the provision of an arrangement whereby the power for actuating the brakes may be supplied by oil or other liquid which is stored up under pressure in a suitable tank or tanks, so that when the valve or valves are operated such liquidl may be delivered to the brake cylinders under the controlled pressure, Vand vwithout the exertion of as much work or eiTort on the part of the driver as would otherwise be needed. This will result in a powerI operation which will greatly relieve the, driver of an onerous burden, especiallyin thecase of heavy vehicles such as trucks and buses.

Still more specically, in this connection it is a further object to provide two or more pressure supply tanks in which the operating liquid is stored up under different amounts of pressure, so that two or more amounts of pressure supply are always'available. These are so connected to the control valves that for normal braking operations the low 'pressure'supply" is lused, the same being of sufficient amount to give normal braking actions; but in the case of emergency operations the high pressure supply is brought into action merely by further actuation of thereon- .l

trol valves, so that an extreme amount of 'braki ing resistance is created. By the foregoing double or plural arrangement it ispossibleztutake.

care of all normal braking conditions without subjecting the system and apparatus to excess ive strains or danger thereof; whileatthe Sametime giving to the driver the necessary power to exert the fullest braking action which is possiblewitlji the weight and design of the vehicle.

Still more. specifically, it isan Q bjectof the invention to provide a singlepumping means for supplying the liquid under pressure for the system, and to associate therewith a suitable'valve arrangement to` ensure delivery of the correct maximum pressures into the two or more liquid storage chambers. The arrangement is such that when both chambers have reached the upper pressure limit for the low pressure chamber, the said chamber is cut out, but the delivery o'fpressure into the high pressure chamber' continues until ,it reaches its upper limit of pressure. Whenever the low presure chamber falls below the desired point said chamber is cut back into the system so that the pressure therein is again built up to the desired point,whereupon vit is again cut o ut.

Another feature of the invention relates to the combination of the liquid pressure storage supply chambers with an oil or other liquid transmission device for the vehicle and with the engine ofthe vehicle in such a manner that the oil will be placed underpressure by said engine or by said transmission, during coasting 'and otherA operations such as braking, so that the necessary power therefor will b e recuperated from the momentum of the vehicle'.

The changes of temperature of the uid cause corresponding changes inl its volume owing to its coeil'icient of temperature expansion, In the case of oils suitable for use in the present machine, these changes of volume may be quite substantial. Furthermore, Vin order to insure a most satisfactory operation of the machine at all times, the device itself should at all times be keptV completely lled with the fluid. This will also prevent aeration. 'l 'f Therefore, a further object ofl the invention is to provide in connection with the device a suitable enriching chamber, or at any rate an expansion chamber into and' from which the fluid may flow in order to take up for changes in its volume due to change of temperature as well as for other purposes. It is a further object to makethis expansion tank or compensating tank of proper capacity with regard to the needs of the system so as to keep the system always lled with fluid and without entrapmentv of air. j

Other objects and uses ofthe invention will appear from a detailed description of the same, which consists in the features of construction, and combinations of parts hereinafter described and claimed: f

Referring to thedrawing: Y,

Fig. 1 shows more or less diagrammatically a layvui inerpratin the. ieatusssf; the invention, showing the same as applied to a hydraulic brake system of the four wheel type, in which the two sets of wheels are provided with valves, etc. to enable the systems of controls referred to; Fig. 2 shows a longitudinal cross section through a plunger and control valve for one set of wheels, said plunger and valvebeing so arranged that it gives a reaction to the foot of the-driver, exactly in proportion to the braking eiort being exerted t0n* the wheels; and

'Figf 3 shows a longitudinal section through a cut-*out valve for controlling the delivery of liquid under ;pressure to the low pressure storage chamber; .f

This applications a division of my co-pending application. for Letters Patent of the United States, Serial No. 650,773, filed July 11, 1923, and whichwill become :Letters Patent of the United States No. k1,657,603v on January 31, 1928. In that application'there is disclosed a form of Oil trans- I,mission for .-vehicles, and 'the same makes use of a centrifugal pump driven by the engine and 'a turbine or turbines for delivering the power to the drive shaft of the vehicle. When the vehicle 'is coasting oris being.y braked, said turbine may be driven by the momentum4 of the vehicle, and at suchl .times it will act vas acentrifugal-pump, and may be used to deliver oil under pressure, by whichoperation there is a recuperation of power, and the oil may be stored under pressure without the loss of -power in this operation. Or

"the oil maybe placed under lpressure by the .centrifugal pump driven by the engine.

' AReferring .rst to Fig. ,1, the four wheels of the vehicle are designated by the numerals I0, II, I2Iand I3 respectively. .The wheels vIll and Il. arethe front wheels, and the wheels I2 and I3 are therearwheels. These wheels have the brake .drums I4, I5, I6 and I1 respectively. For purposes `of simplicityin illustration but notv as a matter of .limitation,..1 have shown the brake Vdrums as being provided with the vbrake straps or bands, I8, I9, 20 and 2|, respectively; and these bands are shown as being anchored at one end, and as being provided with the liquid pres- 'sure actuated plungersfor applying the braking pressures to their other or vfree ends. These are the plungers 22, 23, 2 4 and 25, and they are located inthe cylinders 26, 21, 28 and 29, re spectively said cylinders being referred to in the claimsas containers for liquid. Springs in the cylinders tend to release the brakes when the liquid pressures are released therefrom.

The oil transmission devicev already referred to is shown. at 30. 'I'he details thereof are not given herein for the reason that said device is lin the present case used onlyas a means .for pro-v viding the supply of oil under pressure generated by a suitable power Supply, asdistinguished from creating said pressure vby. means of the power of ,the drivenhimself. Any suitable form of power drivenpump may be substituted for the transmission mechanism, and as far as certain features of the present invention are concerned, the 'power' driven pump may be dispensed with and other brake .operating power may be used.

The transmission has its pump connected at 4one end to the vehicle engine by the lshaft 3l and at the otherb end it has its turbine connected 'tdthe drive shaft of the vehicle, 32, said drive shaft4 being ofcourse connected to the driving wheels ofthe vehicle so that .it drives 'or is driven by said wheels. Within said-transmission there is a. turbine connectedto -tli'enlshat 32 and-rotat- No. 1,657,603 aforesaid. As the vehicle coasts or is being braked said turbine may act as a centrifugal pump to deliver oil under pressure through the connections 34. .The centrifugal pump may deliver oil under pressure to a connection 33. 'I'he connections 33 and 34 are provided with check valves 33a and 34a allowing flow of oil to the pressure tanks and the connections 33 and 34 both lead to a common connection 35 so that said common connection may receive oil under pressure from either the engine driven pump or the drive shaft driven turbine. The oil returned to the transmission reaches it through the connection 36. Generally there is provided a surge or storage chamber 31 to accommodate a relatively small supply of oil for the system, and said chamber will receive excess oil as the same is returned to the system from the brake cylinders, and will deliver the same to thepumping device or transmission as fast as needed. The surge chamber 31 is connected to the return side of the transmission-by the connection 38.

'There are provided the oil pressure chambers 39 and 40. These are of such construction that the oil will be retained therein under pressure y of air compressed and entrapped in their upper portions. The chamber 3 9 is for the low pressure oil, and the chamber 40 is for the higher pressure oil. These oil pressure chambers thus constitute power pneumatic or compressed air means for applying pressure to the liquid in the system. Leading from the connection 35 which delivers the oil under pressure from the pump there are the connections 4I and 42 which deliver to the two pressure chambers. A valve 43 is placed at the point o `connection of these connections 4I and 42 with the connection 35, said valve being for the purpose of cutting out the low pressure chamber when the pressure therein reaches the desired upper limit, and for again cutting in. said chamber when its pressure falls below the desired low limit. The details of this valve are shown in Fig. 3.

The valve 43 is provided with a casing 44,'

within which is a plunger 45. The upper end of the casing is closed by a plug 46. At one side of the casing is provided an inlet connection 41 for the oil coming from thegpump (to receive the connection 35). The plunger is, provided with an encircling groove 48 which is normally positioned opposite to the opening for the conneet-ion 41, and which establishes communication across the plunger to the delivery port connections 49 and 5B. VThese are to receive the connections 4| and 42 respectively which lead to the low` and high pressure chambers 39 and 43 respectively.

There is a spring 5! above the4 plunger 45 which tends to force said plunger down to its lowermost stop as shown in Fig. 3, and at .that position both of thelports 49 and 5D are in communication with the port 41 so that oil under pressure from the pump will be delivered to both of the pressurecham'oers 39 and 40. When the plunger rises against the force of the spring its upward movement is limited by a lug 52 on the top of the plunger which strikes against the cover plate 45. At this upper limit of movement the plunger cuts o the port 49 for the low pressure chamber but still leaves the port 53 for the high pressure chamber uncovered. Thus delivery of oil under pressure to Athe low pressure chamber will be discontinued, but will be continued to the high pressure chamber.

The upward movement of the plunger is caused' by the accumulation of pressure within the low pressure chamber itself. For this purpose -there is provided a passage 53 which leads from the low pressure port 49 .to a position beneath the plunger .so that the bottom face of the plunger is subjected to the pressure existing in the low pressure chamber. lI'he area of the bottom face of the plunger which will be subject to this pressure when the plunger is in the lowered position may be restricted if desiredby the presence of an upstanding flange 54 against which the plunger normally seats; butas soon as the plunger starts to rise away from this ilange the full area of its bottom face will be exposed to the pressure existing in the low pressure chamber, and due to this sudden increase of area there will be a sudden increase of upward force so that the plunger 45 will be snapped up quickly into the position where the low pressure chamber is cut off, leaving the high pressure chamber still in connection with the supply connection 41.

Conversely, when the pressure within the low pressure chamber falls to such a point that the upward pressure on the full bottom area of the plunger is not sufficient to retain' the plunger up against the force of the spring 5|, said spring and retain its pressure within a suitably narrow range of variations, and at the same time the high pressure chamber will always be given the full pressure existing within the supply line.

There are provided the control plungers and valves 55 and 56 for the two sets of brake cylinders for the frontand rear wheels respectively. The construction of these plungers and valves Will be disclosed in detail hereinafter, but they are so arranged that'they twill control the-delivery of the oil under pressure to the brake cylinders. These two valves may be controlled either independently or together, and either manually or by foot action or in any other convenient way. In the particular arrangement illustrated, there is a foot pedal 51 which is pivotally connected to the plungers of the two valves so that by depressing said foot pedal the valves will be controlled.

depressing the rear portion of the pedal the plunger of the valve 5S will vbe depressed, and correspondingly, depression of the front portion of the pedal will result in delivery of pressure oil to the front brake cylinders, while depression of the rear portion of the pedal will result in delivery of pressure oil to therear brake cylinders. Thus the operations of the pedal are naturally related to the desired braking actionsf since in the normal operation the pedal will be depressed in a more or less uniform manner, that is, to the same degree at both its front and rear portions, thereby ensuring equal braking actions on all four wheels. On the other hand, in case of some emergency, such as a tendency to skid 'in a specic manner, it might be desired to completely release the rear or the front wheels, but to maintain the braking action on the front or the rear wheels as the case may be; to accomplish which result it is only necessary to release the pressure from the front portion or the rear portion of the pedal, and allow the same torise to the* released. position.y The possible. combinations of movements which may be secured with this arrangementwill be ap.-

preciated by one skilled in the art,. and from an examination -of the arrangement in detail- One of the control. plungerwalves 55. or is 'shown in detail in Fig. 2.. The same includes a chamber:.58 .within which there is a plunger 59. Said plunger has. the upwardly extending stem which reaches up andout through the chamber cover 6I.v A spring 62 tends to raise the plunger-to the vtop position, but said spring may becf. relatively lightconstruction -so.as to exert onlyfa small force; At one side of the: chamber 58 there is a delivery.; connection which receives the pipe connected-to the brake cylinders of either the frontpr therear pair as 4the case may be.: Formed in the wall-ofuthe chamber member there is a Passage 66;which has its .upper ,end-in communication with the delivery connection, and its lower end communicating with the space. beneath. the plunger. Thusrthe bottom of the plunger is alwayssubjected to an up thrust equal or proportional'to 'the pressure` existing in'- the delivery connection, and therefore equal or proportional to the .braking pressure existing within the 4cylinders. there is created a reaction .on the drivers foot which is always proportional to the brakingv action whichis being exerted,'and the driver therefore has a feel in the operation of the brakes, similar;` to that which .he experiences when operating ordinarymechanical brakes or hydraulic..- brakes luz-which -the force. and power to place the liquid,-.undenpressurev is created alwaysY and exclusivelyby: the driver himself.

At another point invthe` chamber-casing 58 there are the three. ports @connections-6:1, 68 and 69. These connect respectively to the return connection by which the oil isreturned to the pump or to thesurgetank; tothelowpressure chamber 39; and to the-high pressure chamber 49.. when one iaproyided.- The plunger is provided with a groove or-,recess 10 which extendsacross the plungerto the delivery. connection-'side thereof.; and there ispalso provided a vertical s1ot-1l in the delivery side of the. plunger which slot 11|;connectsvwith. the groove 10; .Said slot 1| .willnome into communication .with'the port 65.,.iust after the plunger moves downfrom its uppermost position, .and such communication between the slot 1| andthe port 65 be maintained-during the furtherdownward movements of t-hegplunger.-

The` arrangementissuchthat when the `plunger stands at` the: uppermost limit :of its `move-4 ment', as shown injig.` 2. the porttr 65 is cut off from allof fthe ports. 81, .68 and. 69." Just after the plunger. commencesits downward movement from its top` position, the -port 65 comes v.into communication'with thevdischarge port 51 so that the first actionis tofplacethe brake cylinders in communication with the surge tank. Jrs the downward movementcontinues, the' groove 10 passes away from .the discharge-,port 61,.and.the groove rwillthus be sealed. by; .the face of the cylinder. .between -the ports 61 .and 6l?.A` 'I'his face is :of substantially greateriength than the width of the groove 19, measured vin the direction of plunger travelso' that there will be. sealing 4ac. tion duringwhich the groove 10 -is sealed, thus also sealing the, port 65 and-the brake cylindersfrom all of the ports 51, 69 and'69.

When the4 downward movement of the plunger has carried the groove 10 over the lap between the ports I1 and El. it will come into communication with 'theflow pressure port 68, thus subjecting the brake cylindersto low pressure oil then braking action by power will commence. When the -desiredbraking action has 'been created as indicatedby the feel on the drivers foot. the brake pedal will be released slightly to allow the plung- -er to move up far enough to cut oi the further Asupply oflow pressure oil to the brake cylinders,

and not--far enough to allow the oil to be discharged fromthe brake. cylinders. The braking .action will thus be held at fixed amount until the .driver wishes to either increase or decrease the same.. .Increase of braking action may be se- :cured by depressing the brake pedal slightly to allow a further amount of oil to be forced into the brake cylinders, with corresponding increase of the feel, Decrease of braking action may be .secured by allowing the pedal to rise thus caus- --ing a slight decrease in pressure in the brake cylinders `and allowing the'return ow of a small ,quantity'of liquid from the brake cylinders to the space below the plunger 59. .When the pedal has risen suilicientlyto cause communication of the .port 65 with the .discharge port 61, the oil will :further discharge ,from the brake cylinders and .the upwardthrust .on the foot pedal will decrease, therebygdecreasingthe feel and the driver can thus know when he has accomplished .the desired amount of reduction of braking ef- In emergency cases the pedal may be depressed an amount sufficient to place the port 65 in communicationvwiththe high pressure port 69, so as to secure an amount of braking action greater than that which may be secured by the use of low pressure oil. The action will in such case be similar to that already explained, as far as the increase of braking action is concerned. By this arrangement ite-is thus possible to apply rst a limited amountof vpressure from the low` pres- `-sure chamber 39 to the liquid-in the cylinders 26,

`,the brake cylinderslwa's' greater than that in the low pressure'chamber. Otherwise the discharged oil will go to the surge tank, since no discharge 'will .occur'funtil the'p'edalhas been released suf- .ilciently to place the. port 65 in connection with the norma.

It shouldbenotedthat the cap of the chamber 43 may be provided with a vent passage 12, and the c ap of the chamber 58 with a vent passage around the stem 6g,- toV allow upward movements of thefplungersfwithout obstruction due to any oil which may have seeped up past -the plungers. As shown the two front wheel brake cylinders 26 and 21.are connected together by a pipe 14, which in turn connects by a pipe 15with the port 65 of the control vali/c55. Likewise, the two rear wheel brake cylinders29' and 29 are connected together by a pipe 16, which in turn connects by a pipeA 11 withthe port .65 of the con- -trol valve 55. Also the two return ports 61 of the two control valves. are connected together by a pipe 18 which in turn connects by a pipe 19 with the surge'tank and with the inlet side of the pump. Also Ithe two low pressure ports 68 of the two control valves are connected together by a pipe Bl which in turn connects by a pipe 8| with the low pressure chamber. Also the two high pressure ports 69 of the control valves are connected together by a pipe 82 which in turn connects by a pipe 83 with the high pressure chamber.

If desired, there may be provided a pressure Ygauge 84 located at a convenient; point, as for example on Athe dashboard of. the .vehicle for indicating the pressures existing in various parts of the system. This gauge may be used, for example, to show the pressure in the low pressure tank, or in the front wheel brake cylinders, or in the rear wheel brake cylinders. For suchpurposes there are provided the pipes 85, 86 and 81 in connection with the lowpressure chamber, the` front wheel brake cylinders, and the rear wheel brake cylinders, respectively. Said pipes lead to a common valve 88 placed at a convenient point for adjustment by the driver, and which valve makes it possible for the driver to select which of the desired pressures he wishes to ascertain by the gauge reading.

I have also provided means for placing the brake cylinders under oil pressure independently of the brake pedal 51, so as to hold the brakes in set condition, for example when the car is standing on a. grade and independently of the depression of the foot pedal. Such means comprises the pipe 89 which connects the pipes 15 and 11 with the high pressure oil pipe 83; and there are provided the valves 90 and 9| in said pipe 89 for controlling the movement of oil to either the front or the rear wheel brake cylinders. Said valves are normally closed so that the delivery of oil to thebrake cylinders is normally' under strict control of the foot pedal, but in cases when it is desired to lock the brakes, these valves 90 and 9| may be manipulated to admit the oil to the brake cylinders. Said valves` do notneed to provide for any release of the oil from the brake cylinders, since after the ,valves 90 and 9| have been closed, so as to cut 01T any further delivery of oil from them to the brake cylinders, the slight depression of the foot pedal will allow the oil to escape from the brake cylinders and thusrelease the brakes.

It is to be noted thatA the oil pressure chambers 39 and 40, are'preferably closed, with the inlet and discharge pipes reaching close to their bottom portions, so that when the oil is forced into'4 said chambers thel air trapped therein will be compressed in the upper portions of the chambers and will serve as a cushion tending to de-v liver the oil as'needed and under the pressure determined by the amount of such air compress1on.

It will also be noted that I have herein provided a braking system in which the oil or other liquid may be stored up under pressure from a pump driven by power other than that of the driver and which oil under pressure may be thereafter delivered to the brake cylinders under control of the driver by means of valves which are so constituted that said valves will give to the driver a feel proportionate to Ithe liquid pressure which has been built up in the cylinders. A lso, it will be noted that I have provided a hydraulic brake system in which the plurality of cylinders, each separately connected with separate brakes, are replenished with oil from a suitable tank and from which tank they are cut off by the movement of a plunger in each of the cylinders when -pedal 51 for operating the brake control valves 55 and 56 is placed at a point convenient of access to the driver when he occupies his usual driver position. Furthermore said pedal may of course be operated in any other convenient manner and it will be understood that in referring to the same as a foot pedal I do not intend thereby to use the word foot as one of limitation. In-

Figl I have illustrated the' drivers seat more or less diagrammatically at the position 92. It will be noted that the footvpedal 51 for the front and rear brake mechanisms is convenient of access to said drivers seat.

While I have herein shown and described only a single embodiment of the features of my present invention, still I do not intend to limit myself thereto except as I may do-so in the claims.

I claim: I

1. The combination with a vehicle having front wheels and rear wheels, of uid brakes for the front Wheels thereof, uid brakes for the rear wheels thereof, a turbine, means for driving the same by the rear wheels to pump uid, a receptacle for said fluid under pressure, a foot pedal located conveniently to the drivers seat of the vehicle, a valve for the front wheel brakes, a valve for the rear wheel brakes, operative connections from said foot pedal to both of the valves whereby said valves may be operated independently of each other by independent operation of the two ends of the foot pedal or together by simultaneous operation of both ends of the foot pedal, fluid connections from the valves to their respective brake mechanisms, and fluid connections in conjunction with the brake mechanisms for returning uid to the system, substantially as described.

2. The combination with a vehicle having wheels, of a, fluid operated brake for each wheel thereof, a receptacle for fluid under pressure, a

receptacle for return uid, pumping means for placing the fluid under pressure, operative connections from the motor of the vehicle to said pumping means, a valve for the front wheel brakes, a valve for the rear- Wheel brakes, a foot pedal for operation by the driver, connections therefrom to both of said valves, connections from they presspre uid receptacle to the valves, connections from the valves to the respective brake cylinders of the wheel brakes, and connections from the valve to the return iluid receptacle, each valve having a reaction plunger therein operable in opposition to the pressure of the foot pedal, and having a passage from the connection leading to the brake cylinder to said plunger, whereby the reaction on the plunger is proportional to the uid pressure in the corresponding brake cylinder, substantially as described.

3. The combination with a vehicle having wheels, of a, uid operated brake for the wheels thereof, means for placing uid under pressure, a valve for the fluid'operated brake, a connection thereto operable by the driver, connections from the pressure means to the valve, connections from the valve to the brake, and means. for returning the valve and the drivers connection aforesaid towards the inoperative'position with a. force substantially proportional to the fluid pressure exerted on the brake, substantially as described.

4. The combination with a vehicle, of -means for storing uid under pressure,ruid operated brakes forthe vehicle, an operator controlled valve, connections between said valve and the storage means and the brakes, whereby fluid and uid pressure may be transmitted to the brakes to operate the brakes and whereby excess fluid may .ends of the foot pedal or together by simultaneous operation of b oth endsof. the foot'pedal, fluid connections from the valves to` their respective brake mechanisms, and uid connections in conjunction with the brake mechanismsv for return- .ing uid to'the system, substantially as described.

6. The combination with a vehicle having' brakes, of a fluid operated brake for each wheel.

thereof, a receptacle for uid under'pressure,` al

receptacle for return fluid, pumping means forplacing the fluid under pressure, a valve'. for the frontwheel brakes, a valve-:for vthe rearwfheel brakesVa foot pedal for operation by the driver, connections. therefrom to both of said valves, con-'- nections from the pressure fluid receptacle t'o the valves, connections from the valves to' the respec-r tive brake cylinders'of the 'wheelbrakesf and connections from the valve to-the :return 'fluid receptacle, each having a reaction therein 'oper-- able'4 in opposition to the pressure of the foot pedal;

.and'having a passage from the connection lleadingto the brake cylinder to said plunger, whereby the reaction on the plunger is. proportional'to the iiud pressure in the corresponding brake cylinder, substantially as described.- f1 H '7. The 'combination with a vehicle having front wheels and rear wheelsand a'ldrivers seat, of= brake vmechanism for the front fwheel's'the'reof,

be returned to ,the storage means,;and otherconnections for placing the brakes in direct connec tion with the pressure storagemeans as'an'emer,

= 1'1.: The a combination ,with a. :vehicle having front wheels and rear wheels. of brakemechanism forthe front Wheels thereof, brake mechanism for therear wheels thereof vand means including a lever connected to both sets of brake mechanism for operating both of 4said brake mechanisms, and permitting operation of the,

front wheel brake mechanism without operation of' the rear Wheel brake mechanism, substantially as described. 1

.12. yThe combination with a vehicle having front wheels and rear Wheels and a driversseat, of brake mechanism for the front wheels thereof,

speed control mechanism for the rear-wheels thereof, a foot pedal located conveniently vto the drivers seat of the vehicle, connections from said footpedal vto the front '.wheel brake mechanism, connections fromsaidl foot. pedal to the rear wheel speed control mechanism, and including means whereby either or both of said connections may be actuated by movements of the foot pedal under control of the driver, substantially asdescribed.-

@.13. The. combination. with a vehicle lhaving front wheels `and rear Wheels and a drivers seat, of brake mechanism for vthe front wheels thereof, speed control'mechanism for the rear Wheels thereof, a foot 'pedal-located conveniently vto the drivrs seatfof the vehicle, and-means including independent connections therefrom to the said brake mechanismand to the said speedzcontrol mechanism' whereby either or both of ."said devices may .be actuated by movements of the foot pedallunder control of the driver, substantially asdescribed.: "-'i :a

14. In a motor vehicle having two sets of brake devices, the combination of means for operating either set of iuid controlling braking devicesindependently of the other set,- and common means for operating both sets oi' fluid controlling. mearns simultaneously, and for increasing the braking pressure on either set at any time as fluid brake mechanism for the rear wheels there of, fluid operatingmeans for'the front wheel brake mechanism, operating means for the rear wheel brake mechanism, a foot pedal located conveniently to the drivers seat of the vehicle, operative connections from'one end of-sald foot pedal to the' operating Amechanism for the front wheel fbrakes, and operative connections' from the 'other end of said pedal to the operating mechanism for the rear wheel brakes, substantially-as described. .18.' The combination with a. vehicle having front wheels and rear wheels, of brake mechanism for the front wheels thereof, brake mechanism f or the rear wheels thereof, a single device furthe normal operation of all of saidbrake mechanisms, and means including independent connections therefrom to said brake mechanisms operative effectivelyto operate either or both of theisaid brake mechanisms in controlled amount according to the movements of said single control device, substantially as described.

9. In a brake system for vehicles, a gas and I. liquid reservoir, means to maintain in said reservoir a predetermined volume of-liquid, and also gas at a predetermined pressure, braking means anda conduit including an operating valve between said reservoir and braking means.

10` The invention defined in claim 9, there being a uid return pipe from said operating valve to said first named means whereby fluid used in applying the brake .passes from the reservoir. through the conduit, and is restored to -the reservoiruponreverselof the braking.. 4

desiredwhile retaining the previouslydeveloped braking pressure on the other set. Il

15. In a motor vehicle the combination o'f two sets of braking devices, means including 'a pedal connected to -both sets for operating oneset independently'of the other set, and meansl including said'pedal and said rstnamed .means for operating 'both sets of braking devices conjointly in anydesired proportion, substantially 'as described. V l

16. In a uid 'control'system, a part to be operated, a cylinder, a piston 'therein connected to said part, an engine for propelling the vehicle on which said systemis installedhaving a pump for pumping a nonfreezing hydraulic fluid, such as thev lubricating oil of the engine, forproviding'a source of pressure iuid supply, a pressure reservoir supplied by said engine when the latter is running and maintaining the fluid under .a reserve pressure by a cushioning means, 'such as compressed air, for use when the engine is idle, and a manually controlled valve for admitting pressureuid fromsaid reservoir to'said cylinder. i

17. In a fluid control system, a part to be operated, a cylinder, a piston -therein connected to said part, an engine having al pump driven thereby lto provide fiuid under pressure for the system, a reserve pressure tank, a check valve between said tank and said engine for trapping pressure in said tank for use where said engine and pump are idle, and a manually controlled valve for admitting pressure fluid from said pumpand tank to said cylinder when said "en- 'gine is running and for admitting pressure fro said tank alone when the enginey is idle.

lg. In a control system of the character de- I said valve being operable to allow the admittance and the releasing of said fluid pressure through a common line of connection between said valve and said cylinder.

19. In a control system of the character described, a source of pressure fluid supply, a cylinder having a piston made operative by said pressure fluid, a valve mechanism connected intermediate said source and said cylinder, -said valve mechanism having means for 'admitting said pressure iluid to said cylinder in a gradual increase or a gradual decrease in pressure from said source, thereby varying the effect of said pressure upon said piston in said cylinder.

20. In a control system of the characterdescribed, a source of pressure fluid supply, acylinder having a piston made operative by said Vpressure fluid, a valve mechanism connected, in-

termediate said source and said cylinder, said` valve mechanism having means for admitting said pressure fluid to said cylinder in a gradual increase or a gradual decrease in pressure from said source, thereby varying the effect of said pressure upon said piston in said cylinder, means for releasing said pressure fluid from said cylinder, through the same valve mechanism.

21. In a fluid control system of the character described, an operating piston, a cylinder therefor, a source of pressure fluid supply and manually controlled means for controlling the admission of fluid from said source to said cylinder to operate said piston, operating to 'introduce fluid under a given pressure upon initial operation -of said means, followed by gradually increasing eration of said means, followed by gradually in-v creasing pressure on further operation of said means, and finally the full pressure of said source, the sequence of operations being reversed in the relieving of the pressure of said source in the releasing movement of said means.

23. In a vcontrol system of the character described, an operating piston having connection with a part to be operated such as a propeller or brake, a cylinder'therefor, and a manually controlled means for supplying pressure to said cylinder to operate said piston, said means serving to introduce a given pressure on the initial operation thereof, followed by gradually increasing pressure and ending up with full .pressure at the limit of operation of said means.

24. In a control system of the character described, an operating piston having connection with a part to be operated such as a propeller or brake, a cylinder therefor, and a manually controlled means for supplying pressure to said cylinder to operate said piston, said meansserving `to introduce a given pressure on the initial operation thereof, followed by gradually increasing pressure and ending up with full pressure at the limit of operation of said means, said means serving on itsA releasing movement to relieve the pressure to the piston in the reverse order from that first described.

25. In a control system of the character described, a part to be operated such as a propeller or brake, a fluid actuated device associated with said part, a fluid pressure source, a fluid pressure control valve, a line aiording communication between said source and said control valve,

said line aording communication between said control valve and said fluid actuated device, said control valve when opened permitting'free connection between said pressure source and said fluid actuated device by functioning to allow a variation of the pressure supplied to said lluid actuated device. y

26. In a pressure lluld control system for vehicles, an actuating control device, a pedal for operating said device when the pedal is depressed, actuated devices at vremote points on the vehicle, fluid lines extending from said actuating device to the actuated devices, and means for relieving lines of fluid pressure after the operation f said actuating devices characterized further n that the control device for actuating the actuated devices when the pedal is depressed includes a cylindrical fluid chamber, a plunger in said cylindrical chamber movable longitudinally thereof, anda stem extending through one end such an elevation that fluid may flow therefrom to the fluid pumping means by gravity, and iluidconnections between the pumping means and the fluid operated -brakes and the return reservoir "operative eiectively to insure delivery of actuating fluid from the pumping means to the fluid brakes for one operation and to insure return of fluid from the brakes to the return reservoir for'a-nother operation, substantially as described.

2-8. The combination with a vehicle having wheels, of brakes for the wheels of the vehicle, uid pressure wheel cylinders associated with each of said brakes, lluid pumping means, power means for operating said iluid pumping means, and a reservoir for iluid, and fluid connections from the pumping means to the wheel cylinders effectively to insure operation of said brakes by the use of fluid from said pumping means as one operation and connections between the pumpsure of the fluid, and connections between thev fluid operated brake devices, thev means for placing fluid under pressure, and the reservoir, whereby uid may be returned from the brake devices to the means for placing the fluid under pressure and the reservoir'selectively,Y substantially as described.

30. The combination with a vehicle having wheels, of fluid operated brakes for the wheels of the vehicle, means for placing fluid under pressure, and a reservoir, and connections between the fluid operated brakes and the means' for placing fluid under pressure, whereby the brakes may be operated by the use of such fluid under pressure, and connections` between the fluid operated brakes and the means for placing fluid under pressure whereby the fluid may return from the fluid operated brakes to the means for placing fluid under pressure upon releasing of the brakes, and connections between the reservoir and the means for placing fluid under pressure including a single conduit communicating with the reservoir for at times supplying fluid from the reservoir through said conduit to the means for placing fluid under pressure to thereby replenish the fluid for operation of the system, substantially as described.,4

31. `The combination with a vehicle having Wheels, of fluid operated brakes for the wheels of the vehicle, means for placing fluid under pressure, and a reservoir, and connections including thefluid operated brakes and the means for placing uid under pressure, for operating the brakes by` the use of such fluid under pressure, and connections including the fluid operated brakes and the means for placing fluid under pressure for permitting the return of fluid from the fluid operated brakes to the means for placing fluid under pressure upon releasing of the brakes, and connections between the reservoir and the means for placing fluid underpressure including a single conduit communicating with the reservoir permitting interchange of fluid back and forth through said conduit between the reservoir and the means for placing fluid under pressure to compensate for expansion and contraction of the fluid with temperature changes and to maintain the connections filled with fluid, substantially as 'described.

32. 'I'he combination with a vehicle having 'I wheels, of brakes for the wheels of the vehicle,

uid pressure wheel cylinders for the brakes, means for placing fluid under pressure, a pedal, and a reservoir, and connections including the pedal, the fluid operated wheel cylinders and the means for placing fluid under pressure, for oper-- ating the brakes by the use of such fluid under pressure when the pedal is depressed, and connections including the pedal, the fluid operated wheel cylinders, the means for placing fluid under pressure and the reservoir, for permitting the free interchange of fluid between the means for placing fluid under pressure, the fluid operated brakes and the reservoir only when the pedal is released to a given position and not otherwise, substantially as described characterized further in that the connections for operating the brakes when the pedal is depressed include a cylindrical fluid chamber, a,

plunger in said cylindrical chamber movable longitudinally thereof, and a stem extending through one end of the cylindrical chamber and pivotally connected to the pedal.

33. The combination with a vehicle having wheels, of fluid operatedbrakes for the wheels of the vehicle, fluid pressure wheel cylinders for the brakes, means for placing fluid under pressure, a pedal, and a reservoir, and connections including the pedal, the fluid operated wheel cylinders, and the means for placing fluid under presand connections including the pedal, the fluid operated wheel cylinders, the means for .placing fluid under pressure and the reservoir, for permitting the free interchange of fluid between the means for placing fluid under pressure, the fluid operated Wheel cylinders and the reservoir only when the pedal occupies the full brake releasing position and not otherwise, substantially as described characterized further in that the connections for operating the brakes when the pedal is depressed include a cylindrical fluid chamber, a .plunger in said cylindrical chamber movable longitudinally thereof, and a stem extending through one end of the cylindrical chamber and pivotally connected to the pedal.

` 34. The combination with a vehicle having front wheels and rear wheels, of fluid operated brakes for the front wheels thereof including cylinders and plungers working therein, fiuid operated brakes for the rear wheels thereof including cylinders and plungers working therein, a fluid line for working pressure fluid connected to the wheel brake cylinders for both front wheels, a fluid line for working pressure fluid connectedto both of the wheel brake cylinders forfthe rear wheels, and means comprising a single foot pedal, and independent fluid pressure connections from said pedal to both of the fluid pressure lines for the brakes 'of the front wheels and for the brakes of the rear wheels, whereby pressures may be developed independently for the brake cylinders for the front wheels, and for the brake cylinders for the rear Wheels. A

35. The combination with a vehicle having wheels, of fluid operated brakes for one group of wheels thereof, fluid operated brakes for another group of wheels thereof, and means comprising a foot pedal, 'and independent fluid pressure connections therefrom to the brakes for the two groups of wheels, whereby pressures may be controlled independently in the brakes of each group.

36. A hydraulic braking system for four wheel vehicles having front wheels and rear wheels and including hydraulic braking means for the front wheels, and hydraulic braking means for the rear wheels, both of said hydraulic braking means being for normal or service stops and means for actuating both of said braking means simultaneously with greater braking effort on the front wheels than on the rear wheels, substantially as described.

37. The combination of avehicle having front wheels and rear wheels, fluid pressure brake mechanism for the front wheels thereof, fluid pressure brake mechanism for the rear wheels thereof, and means comprising a single lever located conveniently to the drivers seat for controlling both of said front wheel and rear wheel brakemechanisms independently or conjointly in any desired' proportion. A

38. The combination with a vehicle having a drivers seatl and a plurality of brakes, of a receptacle for fluid under pressure, a foot pedal located conveniently to the drivers seat of the vehicle, a valve for one of said brakes, a valve for the other of said brakes, separate operative connections from opposite ends of said foot pedal one to each of said valves whereby said valves may be operated independently of each other by independent operation of the two ends of the foot pedal or together by simultaneous operation of both ends of the foot pedal, and fiuid connections from the valves to their respective brake mechanisms.

39. In a vehicle having a plurality of braking devices, common means comprising a foot operating element, links pivotally connected adjacent to the opposite ends of said element, and iiuid pressure brake controls connected to said links for operating one of said braking devices independently of another of the said braking devices and for operating all of said braking devices simultaneously. l

40. In hydraulic brake apparatus, a plurality of brake applying motors, a plurality of controlling cylinders therefor, plungers in'each of said cylinders, and a foot pedal independently and pivotally connected to each of said plungers.

41. In a iiuid brake apparatus a pair of brake applying motors, separate fluid connections to each of said motors, a source of fluid under pressure, means for connecting said source of uid under pressure with either or both of said separate connections, a pressure indicator, and means for connecting said pressure indicator with either of said separate connections or with said source of fluid under pressure.

42. In a fluid brake apparatus, a plurality of brake applying motors, separate connections to each of said motors, a pressure indicator, and means for connecting said pressure indicator separately with either of said motors.

43. In a fluid brake system, abrake motor, a source of iiuid pressure havingv relatively high pressure, a source of fluid pressure having relatively low pressure, and a valve for selectively connecting said brake motor to either of said sources of iluid pressure;

44. In tluid 'braking apparatus for a vehicle having a front wheel and a rear wheel, a brake for said front wheel, a brake for said rear wheel, a fluid brake motor for said front wheel brake,

a fluid brake motor for said rear wheel brake, pistons for said motors each having a substantially equal pressure receiving area, a foot pedal, and means'controlled by said foot pedal for generating diiering pressures in said motors.

45. In iiuid braking apparatus for a vehicle having a front wheel and a rear wheel, a brake for said front wheel, a brake for said rear wheel, a iiuid brake motor for said front 'wheel brake, a. uid brake motor for said rear wheel brake, pistons for said motors, a foot pedal, and means controlled by said foot .pedal for generating different amounts of braking pressures in said motors respectively.

46. In a iluid braking system for a vehicle having a pair of driving wheels, and another pair of wheels, brakes for said last named wheels, iiuid brake motors for said brakes, brakes for said driving wheels, uid brake motors for said driving wheel brakes, means for driving said drive wheels, a drive shaft through which said means drives said Wheels, a pump, means actuated by said drive shaft for operating said pump, fluid connections between said pump and said motors, and manuallycontrolled valve means interposed in said connection between said pump and said motors.

47. In a fluid braking system, a container for liquid, power pneumatic means for applying a limited amount of pressure to said liquid, and additional power pneumatic means for applying separately and successively a greater pressure to said liquid.

48. In a iluid braking system, a container for liquid, power means for applying a limited amount of pressure to said liquid, and a compressed air power means vfor applying separately and successively a greater pressure to said liquid.

THOS. A. BANNING, JR. 

